Steering mechanism



Sept. 27, 1932. Q O HANSQN 1,879,218

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Patented Sept, 27, 1932 UNITED STATES PATENT OFFICE CLIFI'OBD'O. HANSON, OF TIFFIN, OHIO, ASSIGNOR TO THE HANSON CLUTCH & MAE

CHINERY 00., 0F TIFFIN, OHIO, A CORPORATION OF OHIO STEERING MECHANISM This invention relates to improvement in steering mechanism and, more especially, such mechanism ada ted for use in connection with apparatus emp oying a rotatable platform mounted on a chassis carried on traction members. For example, the invention is applicable for use in connection with an excavating V apparatus mounted on a chassis with a track laying tread.

For the purpose of illustration, I am show ing my invention as adapted for use with excavating apparatus of the type shown in my co-pending United States patent applications,

Serial No. 241,567, filed December 21, 1927, and Serial No. 404,674, filed November 4, 1929, now Patents No. 1,808,408 and No. 1,808,409 respectively, dated June 2, 1931. General details of construction and operation not included in this specification may be obtained by reference to the above-mentioned patent applications. In this application, therefore, I shall explain enough details only to elucidate the present invention.

For the purpose of illustration, I have here shown my invention as embodied in portable excavating apparatus adapted to travel under its own power. The excavating apparatus includes a boom with a dipper or shovel mounted on a platform rotatably mounted on a chassis. One of the features of my invention isthe improved mechanism for steering the apparatus. This mechanism is so constructed that it is effectivewhen the rotatable platform is in a certainposition, which may hereafter be referred to as its normal position. Means are provided so that if the plat form is rotated from its normal position, there will be no damage of the parts, separation of parts which engage for operation of the steering being permitted by such rotation.

Means are also provided so that when the platform is rotated back to its normal position, the parts adapted to engage to effect the steering will automatically be moved into their correct operative position without damage to any of the members.

Other features and advantages ofmy invention will appear more fully as I proceed with my specification.

In those forms of devices embodying the features of my invention shown in the accompanying drawings V Figure 1 is a view in side elevation; Fig. 2 is a view in side elevation and partly in section; Fig. 3 is a vertical sectional view; Fig. 4 is a top plan view of the chassis; Fig. 5 is a fragmentary View similar to Fig. 4 showing the positionof certain parts when the platform is rotated from its normal position; Fig. 6 is afragmentary View similar to Fig. 4 showing a modified form; and Fig. 7 is a fragmentary diagrammatic view similEar to Fig. 3 showing the modified form of As shown in the drawings, the device comprises a cab 10 on a platform 10 rotatably mounted on a chassis 11 supported on crawler treads 12, in the usual manner. Numeral 13 indicates the shovel or dipper boom pivotally supported at 14, in the usual manner, and adaptedtobe raised or lowered by means of the rope 15 tied to itsouter end and wound over a winch 16 controlled in the ordinary manner by means of the crank 17. Numeral 18 indicates the usual dipper or shovel carried by the dipper stick or handle 19, in the usual manner. Numeral 20 indicates, in general, a motor for driving the mechanism and, also, for operating the traction members 12. The drive is effected through suitable gearing, the details of which need not be enumerated.

It will suffice to. say that the motor rotatesthe drive shaft 23. This carries on one end a gear 31 driving the gear- 32. The .gear 32 operating through an intermediate igear 32 drives the gear 33 on the upper propeller shaft 34. The shaft 34 carries a bevel gear 35 meshingwith a bevel gear 36 on the vertical shaft 37 carrying on its lower end a bevel gear 38 meshing with a bevel gear 39 on the lower propeller shaft 40. The axis of the vertical shaft 37 is co-incident with the axis of the pivot on which the cab 10 turns so that the turning of the cab does not interfere with the train of gears just described. The ends of the lower propeller shaft 40 are mounted in suitable bearings ll and carry forward drive chain sprockets 42 driving the chains 43 which, in turn, drive rear chain sprockets (not shown) on the rear shaft 45. Drive is efiected from the shaft 45 to the treads 12 by means of the usual driving sprockets 46.

As shown in Fig. 3, the sprockets 42 are rotatably mounted on the shaft 40 and provided with lugs 42 adapted to be engaged by the non-rotatable jaw V clutches 90. V The clutches 90 are normally held in engagement with the sprockets by means of the springs 91. The aw clutches are provided with peripheral grooves 92 engaged by the arms 93 on the ends of the pivoted levers 94. The levers 94 are pivoted at 943. Also mounted on the chassis are slidable members 95 having their outer ends pivotally connected at 96 to the upper ends of the levers 94. The inner ends of the levers 95 carry slanting wing members 95, 95.

The platform is provided with manually operable members adjacent the clutch-operating members 95 when the platform is in normal position, said members mounted on the platform adaptedto engage the clutchoperating members to operate the same. These manually operable members are adapted to move away from the clutch-operating members to permit rotation of the platform from its normal position. These manually operable members are indicated by 96. They are the lower ends of the offset levers 97 pivoted at 98. The offset levers 97 may be operated manually in any suitable manner. For example, as shown in Figs. 3 and 4, their upper ends may be connected by the connecting rods 99 and 99 to the manually controlled operating levers 100 and 100 respectively. If desired, however, as shown in Figs. 6 and 7, there may be only one manually controlled operating lever 100 and in this case the upper ends of the levers 97, 97 are arranged side by side and connected by a connecting rod 99 which is provided with the extension 99 connected to the manually controlled operating lever 100 When such a construction is employed, it is obvious that the single lever 100 operates one or the other of the clutch-operating members 95 by throwing the same from one side to the other of a neutral position.

In the operation of the mechanism above described, the steering is effective only when the platform is ina certain given position, which may be designated as its normal position, or in a position substantially 180 from such position. Either or both of these positions may hereafter be referred to as the normal position of the platform. In the .drawings, the platform is shown in one of these positions in every view except in Fig. 5. When in such normal position, the manually operable members 96, 96 (being the ends of the levers 97 97) areadjacent the clutchoperating members 95, and the members 96 are adapted to engage the members 95 to operate the clutches. It will be seen from the drawings, especially Fig. 5, that when the platform turns, the members 96 are adapted to move away from the member 95-to permit rotation of the platform from its normal position. In Fig. 5, the axis of rotation of the platform is the axis of the shaft 37. In

Fig. 5, the platform is shown partly rotated and it will'be seen that the members 96 have moved away from the members 95. When the platform is not in its normal position, one of the levers 100, 100 or 100 may be moved which would operate to swing one of the levers 97, causing its end 96 to move outwardly. The endof one of these levers, as indicated by 96, is thus shown out of position by dotted lines in Fig. 5. It is apparent that this movement, with the platform out of its normal position, will have no effect on the steering. If, however, the member 96 is left in this position and the platform then rotated to normal position, means must be provided to restore the member 96 to its normal position. Such means includes the slanting wing members 95 on the members 95. For example, if the platform is rotated in a coimterclockwise direction from the position shown in Fig. 5 to its normal position, the member 96, shown in the position indicated by the dotted lines in Fig. 5, will engage one of the wing members 95- and be restoredto its normal position adjacent the member 95 to be rotated for the next steering operation.

While I have hown and described certain embodiments of my invention, it is to be understood that it is capable of many modifications. Changes, therefore, in the construction and arrangement may be made without departing from the spirit, and scope of the invention as disclosed in the appended claims, in which it is my intention to claim all novelty inherent in my invention as broadly as permissible, in view of the prior art.

What I regard as new, and desire to secure by Letters Patent, is

1. In apparatus of the character described; a chassis mounted on traction members; a platform rotatably mounted on the chassis; a motor mounted on the platform disengageable drive connections between the motor and traction members on both sides of the chassis, including clutches normally in engagement; members on the chassis adapted to operate said clutches; and manually operable members on the platform adjacent the clutch-operating members and adapted to operate the same when the platform is in normal position, said manually operable members being carried away from operative position adj acent the clutch operating members solely by rotation of the platform, whereby rotation of the platform is permitted Without interfering with the steering mechanism.

2. Apparatus as claimed in claim 1, in which the clutch-operating members on the chassis are provided with slanting Wing members adapted to engage the manually operable members on the platform and move the same into normal operative position upon rotation of the platform into its normal position.

In Witness whereof, I have hereunto set my hand, this 6th day of May, 1931. V

- CLIFFORD O. HANSON. 

